TheTrucker.com

CAT Scale Rig of the Week | Randal and Elizabeth Rogers

This week’s rig is a rolling memorial to America’s firefighters. It’s driven by Randal and Elizabeth Rogers and owned by Certified Express Inc. of Neosho, Missouri. The 2021 Kenworth is covered with graphics conveying the mission of the truck — aside from hauling loads — which is honoring fallen firefighters. Randal said that Kenworth has made sure to involve drivers in their future designs for trucks that will continue the mission. The memorial covering the exterior of the truck also spreads to the inside. The interior of the truck is not unique — with the exception of tokens and pictures given to them by families the team has come to know and honor. This particular truck is the second Memorial Run truck. The first was purchased and put into service in 2018. The current truck was put into service in August of 2021, and they expect the third edition in early 2023. Do you use the CAT Scale app and have a rig you’d like us to feature as the CAT Scale Rig of the Week? Send photos to [email protected].

CAT Scale Rig of the Week | Darren Stafford

This week’s CAT Scale Rig of the Week is a fully customized ride that looks sweet and delivers tasty treats all around the East Coast. This 2001 Peterbilt 379 was purchased by Darren “Pac-Man” Stafford in 2016. Since then, he’s added almost everything new. He started off by changing the bunker to a blind mount with 35.75 dual revolution lights. He has also put on a big hood conversion to take the slope out of the hood, and a full 7-inch Lincoln exhaust. On the inside, he made everything black and red to match his Pac-Man name and logo. This includes the dash panels, steering wheel, shift knob and custom speaker covers. He also added subwoofers and a powerful speaker system. The truck is powered by a crate 6NZ Caterpillar engine that produces 750 hp that is paired with a 13-speed Eaton transmission. Darren primarily hauls liquid sugar through contract, and occasionally watermelons and potatoes between Maryland and North Carolina. Darren grew up around trucking but only got his CDL about five years ago. Do you use the CAT Scale app and have a rig you’d like us to feature as the CAT Scale Rig of the Week? Send photos to [email protected].

FedEx Freight’s Pinter wins TMCSuperTech Grand Championship

CLEVELAND — Phillip Pinter, a FedEx Freight technician from Romulus, Michigan, recently claimed the title of Grand Champion at the American Trucking Associations’ Technology and Maintenance Councils’(TMC) National Technicians Skills Competitions. “On behalf of ATA and TMC, I want to congratulate Phillip on being named this year’s TMCSuperTech Grand Champion,” TMC Executive Director Robert Braswell said. “As always, this competition brings out the best in our industry and Philip, and the rest of his FedEx Freight teammates rose to the occasion, providing real examples of the knowledge and skills needed to keep this industry moving.” This is the second Grand Championship for Pinter, who was joined by FedEx Freight’s Jamie Smith in claiming the team championship as part of a clean sweep of the top five by the Memphis, Tennessee-based carrier. Bonnie Greenwood claimed second place in the competition, while Eric Vos, Doug Nickles and Kelby Bentley rounded out the top five. With her second-place finish in the competition, Greenwood became the highest-placing woman in TMCSuperTech history. Elsewhere in the competition, Mario Kjuka, a student at Forsyth Technical Community College in Winston-Salem, North Carolina, claimed first place in the National Student Technician Competition, TMCFutureTech. Ferris State University’s Timothy Rose finished second, while Braedon Pollard of the Des Moines Area Community College Transportation Institute finished third. In addition to the Grand Championship, FedEx technicians also claimed the title in TMCSuperTech’s LMV competition, with Philip Barlow finishing first, Frito-Lay North America’s Kevin Malczyk placing second and FedEx Freight’s Chris Czerwinski placing third. FedEx Freight’s Cory Westfall won the TMCSuperTech Trailer Track competition, with Michael Kerfoot Jr. of Cox Automotive placing second and Traivs Cox of FedEx Freight placing third. “After a two-year pause, having a full competition with all of our tracks and hosting 140, technicians was tremendously gratifying,” Braswell said. “Congratulations not just to the winners, but to all the competitors for making it to Nationals and we look forward to seeing them all back here next year.” Full List of Station Winners Heavy Duty Track Brakes Jesse Elmore Doggett Freightliner Wheel End Phillip Pinter FedEx Freight Fifth Wheel Kelby Bentley FedEx Freight Liftgates Eric Vos FedEx Freight HVAC Charles Gleason United Parcel Service Inc. Tire & Wheel Mitchell Buelow FedEx Freight Tractor PMI Doug Nickles FedEx Freight Starting & Charging Eric Vos FedEx Freight Steering & Suspension Eric Vos FedEx Freight Heavy Duty Track – Day One Stations ASE Written Test Joseph Anderson TravelCenters of America RP Manual Nicholas Bryant FedEx Freight Wiring Diagrams Phillip Pinter FedEx Freight Lubricants & Fuels Phillip Pinter FedEx Freight Coolants & DEF Kelby Bentley FedEx Freight Hydraulics & Drivebelts Bonnie Greenwood FedEx Freight Electrical Circuits Nathan Olson NationaLease Fasteners Phillip Pinter FedEx Freight Precision Measuring Phillip Pinter FedEx Freight Service Information Michael Krause Clarke Power Services, Inc. Cybersecurity Adam Martin W. W. Williams Trailer Lighting Mitchell Buelow FedEx Freight Trailer Track Written Test Robert Aabye United Parcel Service Inc. Hydraulics & Drivebelts Sean Bring Tyson Foods Trailer Wheel End Ray Titus TravelCenters of America Precision Measuring Michael Kerfoot, Jr. Cox Automotive Mobility Trailer Fasteners Travis Cox FedEx Freight Trailer PMI Cory Westfall FedEx Freight Trailer Alignment Adam Burton Great Dane Roll-Up Doors Cory Westfall FedEx Freight Trailer Lighting Michael Kerfoot, Jr. Cox Automotive Mobility Trailer Liftgates Michael Kerfoot, Jr. Cox Automotive Mobility Central Tire Inflation Adam Burton Great Dane Trailer Electrical Corrosion Michael Kerfoot, Jr. Cox Automotive Mobility Trailer ABS Cory Westfall FedEx Freight Light and Medium Vehicles Track Written Test Philip Barlow FedEx Freight Fasteners Kevin Malczyk Frito-Lay North America Wiring Diagrams Nicolai Greco United Parcel Service Inc. RP Manuals Philip Barlow FedEx Freight Coolants & DEF Philip Barlow FedEx Freight Precision Measuring Philip Barlow FedEx Freight Electrical Circuits Kevin Malczyk Frito-Lay North America Lubricants & Fuels Sergio Chaira United Parcel Service Inc. Wheel End Chris Czerwinski FedEx Freight EVAP Systems Philip Barlow FedEx Freight Preventive Maintenance Chris Czerwinski FedEx Freight Trailer Liftgates Kevin Malczyk Frito-Lay North America Aftertreatment Nicolai Greco United Parcel Service Inc. TMCFutureTech Stations Winners Written Test Zachary Miller Forsyth Technical Community College Fasteners Max Coons WyoTech RP Manuals Avery Baldridge WyoTech Wiring Diagrams Mario Kjuka Forsyth Technical Community College Preventative Maintenance Max Coons WyoTech Electrical Circuits Max Coons WyoTech Lubricants & Fuels Zachary Miller Forsyth Technical Community College Precision Measuring Matthew Liddell WyoTech Coolants & DEF Timothy Rose Ferris State University Trailer Lighting Mario Kjuka Forsyth Technical Community College Trailer Wheel End Haley Karlberg WyoTech Aftertreatment Braedon Pollard DMACC Transportation Institute Hydraulics & Drivebelts Braedon Pollard DMACC Transportation Institute  

Drivers invited to nominate carriers for TCA’s 15th annual Best Fleets to Drive For contest

ALEXANDRIA, Va. — Nominations are now open for the Truckload Carriers Association’s (TCA) this year’s Best Fleets to Drive For contest. This is the 15th year TCA and CarriersEdge have recognized top performing carriers through the annual contest. Professional truck drivers and independent contractors are invited to formally nominate the company they work for; the nomination period ends Oct. 31. “The Best Fleets to Drive For program started fifteen years ago during the 2008 recession, surprising us with the unique ways fleets addressed the needs of their drivers during times of uncertainty,” said TCA President Jim Ward. “I look forward to seeing what new standards carriers have implemented since last year’s program to better working conditions for professional drivers, and the industry as a whole.” Fleets operating 10 or more tractor-trailers in the U.S. or Canada are eligible for nomination. Visit BestFleetsToDriveFor.com to learn about the program and how to submit a nomination. A TCA membership is not required to participate. “By nominating a fleet, a professional truck driver is formally recognizing its company’s culture, programs and working environment,” a TCA news release said. If the nominated carrier chooses to participate in the contest, its senior management will take part in a questionnaire and interview, while a selection of drivers will participate in surveys, all of which dig deeper into the company’s policies and practices. At the end of the evaluation process, the top 20 highest scoring fleets will be identified as Best Fleets to Drive For and announced at the end of January 2023. From this pool, companies will be divided into “small” and “large” carrier categories. Two overall winners will be recognized alongside fleets who will be entering the program’s Hall of Fame at the TCA Annual Convention, March 4-7, 2023, in Kissimmee, Florida. “The program evolves every season to match what is happening in the industry,” said Jane Jazrawy, CEO of CarriersEdge. “Over the past two years, we watched carriers work hard to meet the unprecedented challenges that arose during COVID. Now, we are excited to see what new ideas fleets have come up with to transition from the pandemic and meet the challenges of a fluctuating economy.” To view best practices from last year’s program as well as profiles of the overall winners, visit www.BestFleetsToDriveFor.com. Follow along with the contest on social media by searching the hashtag #BestFleets23. To view the program’s Facebook page, visit www.facebook.com/BestFleetsToDriveFor  

CAT Scale Rig of the Week | Randal and Elizabeth Rogers

This week’s rig is a rolling memorial to America’s firefighters. It’s driven by Randal and Elizabeth Rogers and owned by Certified Express Inc. of Neosho, Missouri. The 2021 Kenworth is covered with graphics conveying the mission of the truck — aside from hauling loads — which is honoring fallen firefighters. Randal said that Kenworth has made sure to involve drivers in their future designs for trucks that will continue the mission. The memorial covering the exterior of the truck also spreads to the inside. The interior of the truck is not unique — with the exception of tokens and pictures given to them by families the team has come to know and honor. This particular truck is the second Memorial Run truck. The first was purchased and put into service in 2018. The current truck was put into service in August of 2021, and they expect the third edition in early 2023. Do you use the CAT Scale app and have a rig you’d like us to feature as the CAT Scale Rig of the Week? Send photos to [email protected].

Success for the rest of 2022 may depend on spot versus contract rates

Carriers that depend on spot freight rates for their business are in for a rough go in the coming months. On the other hand, carriers that depend on contract rates for their business are likely to earn near-record revenues for 2022 and will have an easier time riding out the coming recession. Those two statements seem to be the consensus among the firms that track and analyze the data from various resources. It’s a reasonable prediction, because spot rates are more volatile than contract rates. Spot rates can change overnight, while contract rates depend on — well, as the name suggests, negotiating a new contract. In summary, whatever spot rates do, contract rates will most likely follow, but months later. At the time of this writing, we’re at a point in the trucking cycle where spot rates have been falling steadily for months. According to DAT Freight and Analytics, dry van spot rates on their board fell 4.2% in August from July levels, while flatbed rates fell 7.4% and refrigerated rates fell 3.3%. Perhaps a more telling statistic is the “load-to-truck” ratios reported by DAT. When truckers have more loads to choose from, rates tend to rise as competition for trucks intensifies. The opposite is occurring now. Load-to-truck ratio for dry van fell 7.9% in August, the refrigerated ratio fell 2.2% and the flatbed load-to-truck ratio fell 35.2%. With less competition to find trucks to move product, spot rates continued to fall. Things were a little rosier on the contract side. Freight volumes grew by 6.6% in August, according to data released by Cass Information Systems. Compared with August 2021, freight volumes grew by 3.6%. The Cass data includes information from different modes of transportation, including rail, ship, barge, air, pipeline, trucking and others. While freight volumes grew by 3.6% compared with August 2021, the amount of money spent on shipping grew by 20.4% as rates climbed faster. At ACT Research’s Seminar 67, held Aug. 23-25 in Columbus, Indiana, ACT Vice President and Senior Analyst Tim Denoyer spoke about the trucking industry outlook. “We’re coming into a rough patch, but we’re coming from the best ever, and 2022 will end up as probably the third or fourth best year for carrier profits,” Denoyer said in a presentation. He cautioned that the data was taken from quarterly reports of publicly held trucking companies and may not represent trucking companies as a whole. In a September 12 press release, ACT President and Senior Analyst Kenny Vieth echoed the news for large carriers. “Carrier profits and profitability were at record levels in 2021, and contract freight rates are still expected to rise by high single digits this year,” Vieth explained. That’s all part of the trucking industry cycle. In late 2020 and into 2021, spot rates were rapidly rising, prompting many owner-operators to purchase trucks and apply for their own authority to take advantage of the boom. Now the cycle has turned downward, and some of those drivers are surrendering their authority and leasing on — or hiring on — to carriers that have freight at contract rates. Like all cycles, the cycle of rising contract rates must end, and that day is coming. The coming year 2023 may prove to be difficult, with a recession predicted for the first half of the year. Denoyer predicts the recession will be a mild one for trucking and that the economy will recover in 2024 and 2025. In his Seminar 67 presentation, Denoyer addressed some of the factors that are impacting freight supply. One, he explained, is that consumer spending is moving back towards services rather than purchase of goods. That makes sense, with inflation running at a 40-year high. After paying bills, buying groceries and filling up the gas tanks of their vehicles, there simply isn’t enough cash left over for a spending spree. Retailers need to maintain an inventory of products to keep shelves stocked, and here’s where the cycle repeats. When people stop buying due to inflation, retailers order fewer products to replace their inventories. At a manufacturing level, inventories of parts and of completed product are also higher. Fewer reorders means fewer shipments for trucking. Another factor involves overseas shipping. The long lines of ships waiting to get unloaded at West Coast ports have shortened considerably. Some ships diverted to East Coast ports, and there are some wait times there, but the worst is over. Trucking has benefited from the railroad industry’s inability to move those containers coming into the ports. The railroads needed more chassis to stack the containers on, and those weren’t being built fast enough to supply the demand. The biggest reason was record steel prices that held up production. Those days have passed. Steel is cheaper and chassis are being built again, meaning railroads can move more containers, leaving less for trucking. Interest rates play a part, too. To combat inflation, the Federal Reserve has already increased prime interest rates by 75 basis points, or 3/4 of a percent, twice this year. At a meeting scheduled for Sept. 21, the Fed is expected to enact another increase, possibly of a full percentage point. Those increased interest rates reverberate throughout financial markets. For consumers, it means interest on mortgages, car loans and credit cards will continue to rise, adding to the cost of purchases that are already increasing in price. When the prices go up, along with the cost of borrowing money to make purchases, trucking sees less freight. Perhaps the only good economic news is that fuel prices have come down — but they’re still much higher than they were a year ago. Many smaller carriers are feeling the pinch. There is still money to be made in trucking, but it’s becoming more difficult to maintain a level of profitability. It won’t be getting any easier in the coming months.

Cold chain tracking solutions market set for rapid growth

GOTHENBERG, Sweden — Berg Insight released Monday, Sept. 19, a new market report covering the cold chain tracking market. The number of active tracking devices deployed for refrigerated cargo and cargo-carrying units — including trailers, intermodal containers, rail freight wagons, air cargo containers, cargo boxes and pallets — reached 4.1 million worldwide in 2021. Growing at a compound annual growth rate of 17.4%, this number is expected to reach 9.2 million by 2026. In terms of installed base, tracking devices for general refrigerated cargo applications is today the largest market, followed by refrigerated intermodal containers and trailers. The markets for tracking solutions for refrigerated rail freight wagons and air cargo containers are considerably smaller. The total market value for cold chain tracking solutions reached an estimated $720 million in 2021. Growing at a compound annual growth rate of 11.4 %, the total market size is forecasted to reach $1.2 billion in 2026. The cold chain tracking and monitoring market is served by a wide range of players. Maersk has rolled out a system for real-time tracking of its entire fleet of 385,000 refrigerated containers, making it the largest refrigerated cargo container tracking project worldwide. ORBCOMM is the second largest player in terms of the number of connected units with an estimated 380,000 units installed on both refrigerated trailers and reefer containers. Denmark-based tracking specialist Globe Tracker is the third-largest provider of tracking solutions for refrigerated cargo-carrying units. The company is collaborating with shipping company Hapag-Lloyd to equip the ocean carrier’s entire fleet of around 140,000 reefer containers with tracking units. Additional leading players in the refrigerated intermodal container and trailer tracking segment include Envotech, Cooltrax, Emerson, Spireon, Schmitz Cargobull, CalAmp and Idem Telematics. DeltaTrak, Sensitech (part of Carrier), Controlant, Tive and Frigga (part of Dewav Electronic Technology), each with more than 100,000 active trackers at any given time. Additional players in the segment include OnAsset Intelligence, Roambee, Adapt Ideations, Tempmate, Escavox, 7PSolutions and Intelyt. Accelerated by the supply chain disruptions following the COVID-19 pandemic, the industry is now investing heavily in digital solutions that will increase visibility and security in the supply chain. Cold chain tracking solutions provide significant value for shippers and logistics providers by providing real-time data on the location and condition of temperature-sensitive cargo in-transit. “The logistics industry is currently undergoing a major transformation,” said Martin Backman, senior analyst at Berg Insight,. “The lack of up-to-date and relevant shipment data is one of the main reasons that lead to spoiled cargo. “2021 was a stellar year for the cold chain tracking industry and the future looks bright as the industry is now ready for investing in the technology.” To download the Cold Chain Tracking and Monitoring Market report, click here.

FMCSA announces grants to help increase safety for commercial drivers

WASHINGTON — The Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) has announced $80,714,223 in grant awards to help increase safety in the trucking industry. The High Priority (HP) Grant Program provides funding to “strengthen commercial motor vehicle safety initiatives under the Motor Carrier Safety Assistance Program (MCSAP),” a news release stated. Furthermore, the grant program invests in innovative technology, supports research and funds other projects that positively impact commercial motor vehicle (CMV) safety. The HP grant program provides financial assistance to supplement motor carrier safety activities and projects, including those that: Improve the safe and secure movement of hazardous materials. Improve safe transportation of goods and persons in foreign commerce. Demonstrate new technologies to improve CMV safety. Technology advancements to enhance CMV operator awareness of roadway hazards and truck parking availability. Support participation in performance and registration information systems management. Conduct safety data improvement projects. Increase public awareness and education on CMV safety. Target unsafe driving of CMVs in areas identified as high-risk crash corridors, including roadway work zones, Otherwise improve CMV safety and compliance with CMV safety regulations. “HP grant funds are awarded to states, local governments, federally recognized Native American tribes, political jurisdictions, non-profit organizations, institutions of higher education and other eligible groups to carry out high priority activities and projects that strengthen commercial motor vehicle safety,” the news release stated. Individuals and for-profit organizations are not eligible to apply. “HP activities also support the efforts outlined in the President’s Bipartisan Infrastructure Law (BIL) that makes investments in the nation’s infrastructure and competitiveness,” according to the news release. “In addition, the CMV safety and research investments conducted under the HP program and funded through BIL advance the Department’s National Roadway Safety Strategy (NRSS), a comprehensive approach to improve safety on our nation’s roadways.”

FMCSA removes ELDorado ELD from list of approved devices

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) has removed the ElDorado ELD model ERS from the list of registered ELDs due to the company’s failure to meet the minimum requirements, according to a news release. The ELD’s identifier is ERS186. Motor carriers and drivers who continue to use the revoked ELDorado device on or after Nov. 7, 2022, will be in violation and placed out-of-service in accordance with the Commercial Vehicle Safety Alliance (CVSA) OOS Criteria, the news release stated. If the ELD provider corrects all identified deficiencies, FMCSA will place the device back on the Registered Devices list and inform the industry and the field. However, FMCSA “strongly encourages motor carriers to take the actions listed above now to avoid compliance issues in the event that these deficiencies are not addressed in time,” the news release stated. Motor carriers and drivers who use the device listed above must take the following actions: Discontinue using the revoked device(s) and revert to paper logs or logging software to record required hours of service data. Replace the revoked device(s) with compliant ELD(s) from the Registered Devices list before Nov. 7, 2022. Motor carriers and drivers using ELDorMotor carriers and drivers using ELDorado ELDs have 60 days to replace the revoked devices with compliant ELDs.  

Werner Enterprises to buy 500 hydrogen-powered engines from Cummins

OMAHA, Neb. — Werner Enterprises and Cummins Inc. announced Sept. 7 that Werner signed a letter of intent to purchase 500 Cummins’ 15-liter hydrogen internal combustion engines upon availability. “At Werner, we’re committed to a 55% reduction in greenhouse gas emissions by 2035 because we recognize the important role our sustainability efforts play,” said Derek Leathers, chairman, president and CEO of Werner. “Our customers are showing increased interest in more sustainable choices in the marketplace, and we see significant potential in utilizing Cummins’ fuel agnostic platform to continue the momentum toward reducing our carbon footprint.” The two companies announced earlier this year that Werner Enterprises plans to validate and integrate Cummins’ 15-liter natural gas and Cummins’ X15H hydrogen engines, both part of Cummins’ fuel agnostic platform, into its fleet. “We are pleased to see the leadership of customers like Werner Enterprises, who are exploring solutions like our fuel agnostic platform to help their own customers,” said Brett Merritt, vice president of on-highway engine business at Cummins Inc. “The future will include many solutions to help customers decarbonize, and we believe hydrogen internal combustion engines will play an important role.” Since announcing its fuel agnostic platform, which includes the hydrogen option in both 15-liter and 6.7-liter displacements, Cummins has responded to customer interest globally about the potential of the platform, and hydrogen in particular. “Our fleet customers have shown tremendous enthusiasm for hydrogen internal combustion engines, which we believe can be a breakthrough technology essential to reaching Destination Zero,” said Jim Nebergall, general manager of Cummins’ hydrogen engine business.  “With enough interest, we believe we can manufacture this technology at scale yet this decade, providing customers with an option that is a low initial cost, extended vehicle range, powertrain installation commonality, and end user familiarity.” Destination Zero is Cummins’ strategy to go farther faster to reduce the greenhouse gas and air-quality impacts of its products and reach net-zero emissions by 2050. Hydrogen engines offer OEMs and end-users the benefit of adaptability by continuing to use familiar mechanical drivelines with vehicle and equipment integration. This mirrors current powertrains while continuing to provide the power and capability for meeting application needs. Significant reuse of parts and components from Cummins’ existing platforms drives scale advantages on cost and is also projected to deliver reliability and durability equal to diesel. Cummins’ hydrogen engines can use zero-carbon green hydrogen fuel, produced by Cummins-manufactured electrolyzers. The projected investment in renewable hydrogen production globally will provide a growing opportunity for the deployment of hydrogen-powered fleets utilizing either Cummins fuel cell or engine power.  

NC-based Hardy Brothers Trucking chosen to haul this year’s US Capitol Christmas Tree

KIRKLAND, Wash. — A Kenworth T680 Next Generation will transport the 2022 U.S. Capitol Christmas Tree from the National Forests in North Carolina to Washington, D.C., with stops en route to a full slate of community celebrations. This year’s U.S. Capitol Christmas Tree, a 78-foot-tall Red Spruce, is scheduled to be harvested Nov. 2 from the Pisgah National Forest in North Carolina. This year’s tour theme is “From the Mountains to the Sea.” Hardy Brothers Trucking was chosen to transport the tree. Founded in 1965, the Siloam, North Carolina-based company has more than 100 dedicated drivers and 55 Kenworth trucks — including 11 T680 Next Generation models — pulling refrigerated trailers and hauling freight from coast to coast. “We’re honored to receive this special opportunity to carry the U.S. Capitol Christmas Tree on its journey to Washington, D.C.,” said Eddie Hardy, the company’s president. Hardy Brothers Trucking selected the husband-and-wife team of Harold “Ed” and Deborah Kingdon for the honor of transporting the special tree. The couple will travel in a Kenworth T680 Next Gen equipped with a 76-inch mid-roof sleeper and the PACCAR Powertrain. The T680 Next Gen also provides drivers with the latest Kenworth SmartWheel, a customizable 15-inch digital display, full LED lighting, additional advanced driver assistance systems, and a cab and sleeper designed for comfort. The public community celebrations are slated to begin Nov. 5, and the official tree lighting ceremony on the West Lawn of the U.S. Capitol building is scheduled for Nov. 30. Smaller companion trees also will be provided to decorate offices inside ofthe U.S. Capitol building and other sites throughout Washington, along with handmade ornaments created by North Carolinians. “Kenworth is proud to play a key role in helping deliver the ‘People’s Tree’ to Washington, D.C., for the ninth consecutive year,” said Genevieve Bekkerus, Kenworth director of marketing. “The tour offers numerous opportunities to see this national symbol of celebration out on the highway or at the community events, and the Kenworth T680 Next Gen is the right truck for this important undertaking.” The Kenworth T680 Next Gen was assembled by the employees at the Kenworth manufacturing plant in Chillicothe, Ohio. “This annual journey is only possible with the help of strong community partnerships throughout North Carolina and beyond state lines,” said Bruce Ward, president of Choose Outdoors, the nonprofit partner that supports the USDA Forest Service on the U.S. Capitol Christmas Tree initiative. “We’re grateful for the time and resources provided by Kenworth and Hardy Brothers Trucking. We look forward to a great tour.” The 2022 U.S. Capitol Christmas Tree Tour public schedule includes the following stops: Nov. 5: Western North Carolina Agricultural Center, Fletcher, North Carolina. Nov. 6: Cherokee County Courthouse, Murphy, North Carolina. Nov. 6: Oconaluftee Island Park Event Site, Cherokee, North Carolina. Nov. 7: Pisgah Forest Ranger Station & Visitor Center, Pisgah Forest, North Carolina. Nov. 7: Marion Main Street, Marion, North Carolina. Nov. 8: Avery County Cooperative Extension Center, Newland, North Carolina. Nov. 8: Watauga High School, Boone, North Carolina. Nov. 8: Downtown Newton, Newton, North Carolina. Nov. 9: Veteran’s Memorial Park, Mount Airy, North Carolina. Nov. 9: Troy Town Hall, Troy, North Carolina. Nov. 10: North Carolina Zoo, Asheboro, North Carolina. Nov. 11: North Carolina Veteran’s Home, Kinston, North Carolina. Nov. 12: Union Point Park, New Bern, North Carolina. Nov. 13: Fort Raleigh National Historic Site, Manteo, North Carolina. Nov. 14: Suffolk Visitors Center, Suffolk, Virginia. Nov. 18: Delivery to West Lawn, U.S. Capitol Building, Washington, D.C. Nov. 30: Tree Lighting Ceremony, Washington, D.C. For more information, visit the 2022 U.S. Capitol Christmas Tree website.  

ACT Research: August order rebound indicates July weakness an outlier, not a canary

COLUMBUS, Ind. — Preliminary North American Class 8 net tractor orders in August were 21,600 units, while net orders for Classes 5-7 were 18,400 units, according to ACT Research. Complete industry data for August, including final order numbers, will be published by ACT in mid-September. “Last month, we sounded a note of caution, with the caveat that there were a number of mitigating factors (extended backlogs, order seasonality and still-closed 2023 order boards) that prevented us from extrapolating too much from July’s weak orders,” said Eric Crawford, ACT’s vice president and senior analyst. In spite of increased economic uncertainty, carrier profitability and unmet demand continue to support activity, Crawford noted. “Using preliminary August orders and the corresponding OEM build plans from the August State of the Industry: NA Classes 5-8 Vehicles report (July data) for guidance, the Class 8 backlog should fall by around 8,900 units when complete August data are released (less than the 12,400 average decline the prior three months),” hesaid. About medium-duty, Crawford said that the Classes 5-7 backlog should decline by around 3,400 units to 132,200 units, representing 6.1 months of production.      

CARB announces funding for small fleets to transition to zero-emission trucks

PASADENA, Calif. — The California Air Resources Board (CARB) has created the Innovative Small E-Fleet’s (ISEF) program in an effort to encourage small fleets to transition to zero-emission trucks. According to a news release, $25 million for the effort is set aside within the state’s Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP). Privately owned and nonprofit trucking fleets of 20 or fewer vehicles and with an annual revenue of less than $15 million are eligible and will have access to funding that can cover costs related to the purchase and operation of zero-emission trucks, the news release stated. ISEF is administered by the California State Accounting and Reporting System (CALSTART), a national clean transportation nonprofit consortium. “Small fleets and owner-operators have often traditionally faced multiple barriers to (electric) adoption, such as high up-front costs, limited financing options and complex planning for charging infrastructure,” according to the news release. “It is critical to address these challenges for small fleets because the majority of fleets in California operate 20 or fewer trucks.” Fleets must work with an approved provider to apply for vouchers; these providers will work with eligible equipment dealers to request vouchers on the individual fleet’s behalf. For example, battery electric and hydrogen fuel cell Class 8 drayage trucks are eligible for close to $300,000 per vehicle, drastically reducing upfront costs for California’s port truckers to move to zero-emissions. “ISEF’s goal is to make it easier for smaller fleets to get past the barriers that they frequently face when transitioning from diesel-fueled engines to electric vehicle options,” Niki Okuk, deputy director of CALSTART Trucks and Off Road, said. “There are quite a few options in terms of equipment, financing, and planning assistance that fleets can take advantage of in pursuing adoption of electric vehicles; the key first step is showing them they have a resource to help them take advantage of those options.”

Judge lifts preliminary injunction blocking enforcement of AB5

SAN DIEGO — A judge has lifted the preliminary injunction that barred California from enforcing its AB5 law. Despite that, challenges to the law restricting the use of independent contractors continue. Judge Benitez of the U.S. District Court for the Southern District of California lifted the injunction following a hearing Aug. 29. This follows the U.S. Supreme Court declining to review California Trucking Association v. Bonta in June, a move that put the case back into appellate court — which itself mandated the district court reverse the injunction. This doesn’t mean that the case is over. The California Trucking Association (CTA) is now arguing that AB5, which requires businesses apply an ABC test to determine whether workers are classified as independent contractors or employees, violates parts of the Federal Aviation Administration Authorization Act. CTA is asking for a new injunction, which, if successful, will go into effect this fall. The Owner-Operator Independent Drivers Association has also filed a motion to intervene, which the court is expected to consider. The CTA has until Oct. 11 to file a renewed motion for a preliminary injunction. The deadline for final briefs regarding another injunction is Dec. 2. The court will decide whether to schedule any hearings after that. AB5 is a controversial change to the way independent contractors are classified in California. Many of those opposed to the law believe it will make it almost impossible to operate as independent contractors in the state. Following the Supreme Court’s decision not to take the case, many drivers hit the streets and ports in protest. Also on Aug. 29, Alameda County’s Superior Court of California approved the Port of Oakland’s motion for a stipulated permanent injunction in response to the protests was approved. The injunction is aimed at stopping protesters from blocking traffic and impeding commerce.

Wreaths Across America calls on Americans to stand out, wave flags on 9/11 anniversary

COLUMBIA FALLS, Maine — Wreaths Across America (WAA) is calling on all Americans to join them on Sept. 11 in waving the American flag in their own communities to commemorate the 21st anniversary of 9/11. At 8:46 a.m. on Tuesday, Sept. 11, 2001, five hijackers took control of American Airlines Flight 11 and flew it into the heart of New York City and the northern facade of the World Trade Center’s North Tower. At 9:03 a.m. five other hijackers flew United Airlines Flight 175 into the southern facade of the South Tower. At 9:37 a.m. another five hijackers flew American Airlines flight 77 into the western facade of the Pentagon in Arlington County, Virginia. At 10:03 a.m. four hijackers crashed United Airlines Flight 93 into a field in Stonycreek Township near Shanksville, Pennsylvania. Members of the WAA family, including staff, volunteers, Gold Star and Blue Star Families, and veterans, will join to share in the patriotic act of waving the flag, and sharing the stories of those who raised their hand to serve following the events of that fateful day. The flag waving will start at 8:46 a.m. EST to mark the time when five hijackers took control of American Airlines Flight 11 and flew it into the heart of New York City and the northern facade of the World Trade Center’s North Tower, and will end at 10:03 am EST, when four hijackers crashed United Airlines Flight 93 into a field in Stonycreek Township near Shanksville, Pennsylvania. People can join in by tuning in to the organization’s Facebook page to share pictures and videos from your own community flag waving. Participants are encouraged to take video and pictures of their participation in the national flag waving and share them with WAA, their family, and their friends to help remember, honor and teach the generation born after 9/11, how hard times can strengthen us as a nation. WAA waves the American Flag every Tuesday morning from 9-10 a.m. EST and encourages the public to join them. Each week, messages of unity and remembrance are shared and the legacy of the “Freeport Flag Ladies” — who took to the Hill in Freeport on Sept. 11, 2001, following the events of that morning to hoist the flag and share a message of strength — lives on as it did each week for 18 years. After the Flag Ladies retired on Sept. 11, 2019, WAA took over the tradition and continues the weekly flag waving along U.S. Route 1 in Jonesboro, Maine. “Each Tuesday, we are joined by dozens of members of the local community and curious people stopping to be part of something meaningful,” said Karen Worcester, executive director of Wreaths Across America. “I hope people will join us this year, both on the anniversary of 9/11, as well as each Tuesday moving forward.”

One mile at a time: Arkansas driver of the year recalls decades of service to industry, community

Ask Wyatt Jepsen what led him into the trucking industry, and he’ll tell you getting behind the wheel was a move made out of necessity. “I was working construction, and it just got to be ‘hit and miss.’ I saw an ad to become a truck driver and I signed up for it,” he said. “I went and took their course and away I went. I’ve been pretty much driving ever since.” The reasons behind Jepsen’s entry into the business might not have been particularly dramatic, but today — almost four decades and millions of miles later — he’s got quite a few stories to tell. The latest story is the one about the time, back in May, when he was named 2021 Driver of the Year by the Arkansas Trucking Association. “It was extremely moving,” he said. “It was such a neat experience. It was just a lot of fun, and it meant the world to me to be honored with that.” Jepsen, who now lives in Arkansas with his wife Vicki, grew up on a cattle ranch in Utah. Truth be told, ranching was his first love in life. However, he says, his parents discouraged him from carrying on the family operation, citing the hard work and uncertainty of a life in agriculture. “I grew up on a ranch with horses and cows and absolutely loved that lifestyle, but when my parents grew up in it, it was a rough living for them,” he said. “They discouraged me from continuing that, so I left home and went to college for a little while — and that wasn’t for me. So, I started working construction; then from there (I went) to driving.” Jepsen started his driving career with North American Van Lines; then he “bounced around a little” between company driver gigs and being an owner-operator before taking a job with Arkansas-based Walmart Transportation. Nearly three decades later, he’s still driving for Walmart. “What has changed the most is our size. We are so big now. When I started, we were a real small distribution center. We only had about 30, maybe 40, drivers out in Utah,” he said of his time with the giant retailer. “We have worked extremely hard on the transportation side to maintain the culture — which, if you know anything about Walmart, the culture that Mr. Sam (Walton) built was so important,” he continued. “I think the transportation side of Walmart has worked harder at maintaining that culture than any other division, and it is extremely hard to do when you’ve got over 11,000 drivers.” Two elements of that Walmart culture — innovation and thinking like an owner — are exactly what Jepsen and his cohorts employed a few years back to improve fuel efficiency. “Fuel (prices)got so high back in 2008 our boss asked us to take on a project,” Jepsen said. “He wanted to get the guys that had the bottom fuel mileage to just bring it up a little bit, and so we started doing research. “The only way we could get the information was download right off the ECM of the trucks to get an accurate reading, and we started giving that information to the drivers,” he shared. “Every month we would give our drivers what their mileage was and it challenged them to do better. Nobody wanted to be on the bottom of the list” In today’s world that strategy doesn’t sound like much, especially with all of the data at one’s fingertips. But 14 years ago, it was a laborious, analog project. “On my truck today, I can tell you my mileage for a long period of time or I can tell you what it was for today. I can keep track and tell you exactly on my tablet how many gallons of fuel I use in a day,” he said. “The way we were getting it before, we would plug into the ECM and download the data off the truck and when we came back here to a meeting, we brought stacks of data from the downloads. We had a stack of them probably a foot high.” The effort paid off locally: The team gained more than a mile per gallon, enough to catch the eye of the home office. “After that, Walmart started sending us around to other locations getting other people involved in it,” Jepsen said. “It was just a fabulous time to be involved with that.” The other aspect of company culture and personal ethics Jepsen has carried with him is serving those in need. As a member of Walmart Transportation’s emergency response team, he’s traveled to areas of crisis to deliver critical supplies. In the past year, he’s supported relief efforts in Louisiana following Hurricane Ida by delivering and manning a mobile pharmacy, allowing locals access to medications. He also delivered food to Mayfield, Kentucky, in the aftermath of tornadoes, remaining there for several weeks to help cook for people in the community. “Hurricane Ida was my first long deployment,” Jepsen said. “It was quite an experience to see the devastation. What stood out to me was the resilience of the people in Louisiana. Those people live down there knowing eventually they’re going to face a hurricane. They knew a week ahead of time it was coming and had a little bit of time to prepare — and they did.” Victims of natural disasters are not always fortunate enough to have prior warning. “Those poor people in Kentucky, when they woke up Friday morning, they had no idea that they were going to lose everything that night,” he said. “They were in shock when we got there.” Jepsen still drives for Walmart, he but has other roles with the company, including serving as a driver trainer and testing new on-board equipment. The pace has slowed since the days he touched all the lower 48 states, and he has racked up 3.5 million miles without an at-fault accident. But he’s just as proud of a job well done as he ever was. “I’m extremely proud of my record,” he said. “The traffic and everything, the way it is now — there’s so much more of it, and there’s so much more distraction. The people who are driving, it’s really getting hard. I feel sorry for the new drivers coming in because it is quite unforgiving out there compared to 30 years ago. But as I like I tell them: One mile at a time is the only way you can drive.”

Ricky Skaggs’ ‘Highway 40 Blues’ tells a familiar story of the long journey home

Of the countless miles I spent in the back seat of a Chevy station wagon, traveling along the interstates of America during the 1970s, I recall four things in particular — roadside litter, country music on the radio, big trucks and hitchhikers. Thanks to a PSA featuring a crying Native American, the litter pretty much disappeared by the mid-70s. Country music and big trucks remain a staple to this day. And hitchhikers … well, they are an endangered species some 50 years later. There was a day when hitchhikers shared the nation’s highways with vehicles of all sorts, and no one gave it much thought. Those hoping for a ride came in all forms — college kids, locals who didn’t want to walk a mile to the store, and cross-country trekkers with no real destination in mind. All held out their thumbs and signs to show those passing in luxury that they’d sure appreciate a ride. Things were different in the ’70s. A lift was gladly offered by a passing driver and genuinely appreciated by the hitchhiker. At some point, that aspect of hitchhiking changed. Today, for the protection of both the driver and the thumber, hitchhikers are an endangered species, if not outright illegal. While it may be a rarity today, in its time, hitchhiking was a ritual of sorts in the ’70s. Countless country songs have been recorded about the practice, both from the point of view of truck drivers (the most generous of motorists) or from those begging for a lift. In fact, country music road songs have kept the spirit of hitchhiking alive for decades. Tunes about those walking along the roadsides have been around since the earliest days of country music. The list of songs about the subject is almost too lengthy to fathom. Starting in the 1960s, Kris Kristofferson wrote and recorded “Me and Bobby McGee,” the quintessential song of a couple on the road who were fortunate enough to catch a ride with a truck driver. In “Smoky Mountain Rain,” Ronnie Milsap did the same, and Charley Pride tried his hardest in “Is Anybody Going to San Antone?” And who can forget Red Sovine’s ride one cold, rainy night in “Phantom 309”? Yes, country singers have spent a lot of time sharing the cab with a bunch of unknown truck drivers. Perhaps hitchhiking is so popular in country music because it can fit into two of country’s sub-genres — trucking songs and road songs. In so many country tunes, trucking and road themes blend, often making it hard to distinguish between the two. In fact, even when a truck isn’t mentioned, road songs typically conjure up images of a generous truck driver somewhere in the background. Ricky Skaggs’ 1983 No. 1 hit “Highway 40 Blues” is just one song with lyrics that can’t help but offer the roar of an 18-wheeler in the background. In the years since the song’s release, Skaggs has mentioned that most listeners interpret “Highway 40” as Interstate 40, the road that stretches coast to coast across the southern tier of the U.S. The reality, Skaggs says, is that Highway 40 is simply a roadway in Skaggs’ home state of Kentucky. After all, by 1983, interstate hitchhikers were becoming rare. But “Highway 40 Blues” offers no clue about the time frame; someone could have recorded the song any time over the past century, and it would have the same meaning. It doesn’t take long for Skaggs to establish a theme in “Highway 40 Blues.” The second line, “I’ve walked holes in both my shoes,” defines the tune as a road song. Images of 18-wheelers are already in listeners’ minds. The narrator then tells us he’s been away from home a long while — long enough to waste time, money and youth searching for whatever dream he’s been chasing. Regardless, he lets us know the effort wasn’t worth the means, admitting, “In the end I had to lose.” As in most road songs, the narrator in “Highway 40 Blues” hits the road with big dreams. The lure of the highway is too much for a young man to resist. It tells “lies of things to come,” and billboard lights shine on fame and fortune just waiting to be had. And, like so many other singers, Skaggs reveals that those billboards don’t always tell the truth. His “shattered dreams” have led to a numb mind. His money is lost. So, he does what many walkers of the highway did for decades: He stuck out his thumb. Like so many others, he’s realized that the only place he belongs is home. But for the narrator of “Highway 40 Blues,” the urge to return home has been slow coming. Over the years, the narrator has “rambled all around, like a rolling stone from town to town.” He’s had more than one relationship with a pretty girl, but none were pretty enough to hold on to him. But he’s not always been down and out. He’s made a few bucks playing music halls and bars and pretended to be something he wasn’t by wearing fancy clothes and driving nice cars. Still, he can’t escape the fact that he’s just a country boy … and country boys don’t need any of the things he thought would satisfy him in life. That’s the theme of “Highway 40 Blues,” or as to quote other Ricky Skaggs’ songs, “Don’t Get Above Your Raising” and “I’m Just a Country Boy at Heart.” Until next time, keep to the left of the white line. You never know what might be lurking along the shoulder.

What does implementation of California’s AB5 mean for the trucking industry?

I am wrong about a lot of things. By “a lot,” I mean an obnoxiously large number of things. So, I guess I should not have been surprised when the Supreme Court of the United States (SCOTUS) denied cert on the California Trucking Association case challenging AB5. I know I shouldn’t have been, but damn, was I surprised. I know I am supposed to be neutral in these things, but I truly thought the court would grant cert on this case. There was, in my opinion, sufficient confusion among the courts, and SCOTUS now leans toward the conservative side (by a count of 6-3). Honestly, I would have bet you $1,000 that SCOTUS would hear the case. And I would have been wrong. Now, as background — and in case you have forgotten — California adopted AB5 to deal with wrongly classified employees. The bill was originally directed toward the “gig” economy (think Uber and Lyft) but found a home in the trucking industry. In essence, when the bill was signed into law it basically made the independent contractor business model for trucking companies extinct in California. How can that be, you ask? Simple. In passing the bill, the legislature adopted the test handed down by the California Supreme court in the Dynamex case. As a result, companies will now be required to use the ABC test set forth in Dynamex to determine independent contractor status. According to the ABC test, for a person to be classified as an independent contractor, the ABC test requires: A – That the worker is free from the control and direction of the hiring entity in connection with the performance of the work and in fact; B – That the workers perform work that is outside the usual course of the hiring entity’s business; and C – That the worker is customarily engaged in an independently established trade occupation or business of the same nature as the work performed. Now, you don’t have to be a genius to understand that part B of the ABC test is basically an impossible standard for a carrier to meet. Any independent contractor hauling freight for a carrier will now be classified as an employee. So … where does this leave us? Well, it means AB5 is the law of California and is retroactive to Jan. 1, 2020. It also means that the independent contractor business model is basically dead in California. While the adoption of AB5 will definitely put some money into the state’s coffers, I think it is bad law, as it hurts small business in California. The last data I saw showed there are about 136,950 small businesses with small fleets in California. Many of these use the independent contractor business model. Sure, there are some small businesses that take unfair advantage of the independent contractor business model, but I believe there are more that don’t. I also believe there are a lot of independent contractors who do not want to give up the freedom to control the “who, what, when and where” of how they work, not just in the trucking industry but throughout all businesses in California. This law impacts freelance writers, photographers, medical professionals, accountants, etc. The impact, I believe will be far-reaching. To my point, I know of several carriers that stopped hiring independent contractors domiciled in California when AB5 was first passed. In addition, I know that some independent contractors who wish to maintain that status have moved their “residence” across state lines to avoid the issue. I also know that other states have been watching the outcome of this case and have either proposed legislation ready or are planning to push for a similar law in their state. To be honest, I think you can look to “blue” states where the Democrats control all branches of the state government. I believe this presently includes states such as Colorado, Connecticut, Delaware, Hawaii, Illinois, Maine, Nevada, New Mexico, Oregon and Virginia. So, what can trucking companies do to address AB5 in California? They can simply agree to treat the contractors as employees. However, this may not be the best solution, as many of the drivers have their own trucks and WANT to be independent contractors. In theory, a carrier could also change its structure to be a logistics company, using independent carriers to deliver goods. This would arguably get past the part B of the ABC test: The independent contractors would no longer be working for a trucking company, so the job they perform would be outside the course of the hiring entity’s business. The only way to know for sure whether this would work would be for the courts to hear the matter. And there is no guarantee that the courts would agree. At the end of the day, I think AB5 will have a huge impact on business in California — an impact that I don’t think was anticipated. Brad Klepper is president of Interstate Trucker Ltd. and is also president of Driver’s Legal Plan, which allows member drivers access to services at discounted rates. For more information, contact him at 800-333-DRIVE (3748) or interstatetrucker.com and driverslegalplan.com.

‘Top Gun’ trucker: Pro driver Billy Stone discovered a career for a lifetime

There are quite a few things that separate fighter jet pilots from truck drivers — extreme speed, height and having high-powered weapons attached to the vehicle, just to name a few. The fighter jet wins all those categories. But to a group of kids in Georgia just a few years ago, career truck driver Billy Stone looked every bit the part of Tom Cruise, who played hotshot fighter pilot “Maverick” in the 1980s blockbuster “Top Gun” as well as in the recent 2022 sequel. In the original movie, Cruise blasted through the sky with his afterburners blazing red-hot plumes behind him, showboating and laughing in the face of danger against Russian MiGs. Instead of jet engines, Stone’s “jet” had double stacks that rolled coal and made the earth rumble as he went by. Stone wasn’t fighting Russians, either. Instead, he was delivering goods across millions of miles to help keep the nation’s economy rolling. Billy Stone’s son, Reed Stone, recalls the minute his dad made that big-time impression. The group of kids included Billy’s nephew, Josh White, who later become a truck driver himself. “Dad came into the driveway; he was coming in hot,” Reed Stone said. “He pulled that rig in there like ‘Top Gun,’ slammed it in reverse and backed straight in, then stopped and got out. Josh said, ‘Whatever he is, I wanna be one!” But don’t mistake the cool persona just described as someone who’s flippant about safety behind the wheel. Now retired after a stellar 52-year career as a professional truck driver, Billy Stone can brag that he never once had an accident. He logged more than 4 million miles over the years. That equates to more than eight round trips to the moon, or more than 160 times circling the Earth’s equator. He’s traveled far and wide across the entire North American continent, including Canada and Mexico. In fact, the only American state he has yet to visit is North Dakota — a bucket-list item he plans to check off this year with his son. As a young boy, Stone developed an interest in the trucking industry; both his father and uncle were over-the-road drivers. In 1963, while working as a mechanic, he met and married Barbara Stone, his wife of 58 years. Barbara had family in the trucking industry as well, and when she spotted an ad for truck driving in the newspaper, she knew her new husband would be thrilled at the opportunity. Breaking into the trucking industry in 1966, Stone began his career at Whitaker Oil where, after just six weeks of training, he hit the road. After that, he never looked back, driving straight through until his retirement in 2018. For the next 10 years, Stone hauled everything from chemicals to exotic furniture before joining the team at Conyers Air Products & Chemicals in 1977. There, he quickly established himself as one of the company’s most admired drivers. “Mr. Stone is one of the most professional drivers I have had the pleasure to work with over the years,” said Conyers Site Manager John Hardy. “His commitment and dedication to safety has positively impacted generations of new drivers at the company.” With safety always at the forefront of his mind, after 35 years with Air Products & Chemicals, Stone reached a major milestone in 2012: He eclipsed 3 million miles without incident. That means no accidents, fender benders or even so much as a broken taillight. Stone says he cherishes the relationships he built with the variety of partners he had while hauling hazardous gases and chemicals. However, closest to his heart is the inspiration he invoked in his nephew. Under Stone’s mentorship, White has also become a truck driver. Along with safe driving, Stone holds time with family as one of the most important things in his life. He says being on the road for long stretches of time was difficult for the family, and before the age of cell phones, finding ways to keep in contact with his family was a top priority. Though he sacrificed many weekends and holidays away from them, Stone always tried to be a part of as many big and small family moments as possible. Barbara Stone explained, “It was just a way of life that we adapted to, and actually, it was exciting because it was different than other people’s way. But we enjoyed it.” A true family man both on the road and off, Billy Stone always made the most of his time at home. “My dad was gone for a while, you know, on the road. Then he would come back home and we’d spend a lot of time with him,” said Reed Stone. “Whenever Dad would bring his truck home, we would become ‘famous,’ because everybody in my neighborhood would see the truck parked in front of the house. It’d be a special time, a great time.” Though Billy Stone credits the raising of his children to his wife, he never wasted a minute of the time he spent with them. It’s clear by the pride and admiration with which they speak of him that Stone made a huge impact on their lives and was never far from their hearts or minds. This year, Stone was honored with induction into the Howes Hall of Fame. Though he has accumulated numerous other awards, he says that recent honor is his most cherished. “Billy typifies what it means to be a truck driver – hard working, dedicated, conscientious and driven by strong family values,” said Rob Howes, executive vice president at Howes Products. “We built this Hall of Fame to make sure the stories and values of drivers everywhere are represented through people like Billy,” Howes continued. “As a truck driver, he’s part of a group that we are most proud of and shows how rewarding a career in driving can be. His mentorship and lead-by-example efforts help others realize that they too can achieve great heights in the trucking industry.” Erika Howes, vice president of business development at Howes, noted that Stone is the first Hall of Fame inductee of 2022 — and he’s the first nominated by the public. “The Howes Hall of Fame has gained a lot of momentum since we opened it in 2020, but this induction is extra special to us,” she said. “Billy is the driver we all know is out there, who goes unnoticed or underappreciated but still works hard to make sure we all have what we need in our daily lives. He is the type of person we want to hear about from people in the field, someone who inspires others, who goes above and beyond. Billy, and others like him, know they’re special to their family and friends, but we’ve developed this platform to let them know they’re special to all of us as well. It’s extremely important to us that people head over to the Hall of Fame and get nominating, so we can fill it with amazing inductees like Billy.” As for Stone, even though he’s officially retired, he can’t quite let go of trucking. He’s applied to work a small route near his Georgia home, something to keep him busy doing a job he loves. “I’ve been proud to do all these years and all these miles,” he said. “But being recognized for it — that’s a big deal. It’s a feeling I can’t get over.”

Despite rising prices, new Class 8 tractor sales showing gains

LITTLE ROCK, Ark. — U.S. sales of new, Class 8 trucks experienced the best month of the year to date in June, according to data received from Wards Intelligence. Only one month — December 2021 — has seen higher sales numbers since December 2019. Manufacturers reported sales of 22,358 in June, an increase of 1,643 trucks, or 7.9% over May sales, which were the previous high for this year. Compared with last year’s June sales of 19,840, the increase was 12.7% The increased sales are an indication that supply chain issues, such as the difficulty obtaining semiconductors and parts that contain them, may be easing up. Inflationary pressures may be partly responsible, as consumers spend more of their income on food and fuel, leaving less for purchase of products that contain semiconductors. Kenny Vieth, president and senior analyst at industry forecaster ACT Research, thinks the truck market will remain strong — at least for a while. “Vehicle demand remains healthy, if moderating from here, with pent-up demand expected to push into 2023,” he explained. “Finally, some prebuy activity is anticipated prior to the implementation of CARB’s Clean Truck mandate, helping to support activity next year.” Buyers, however, can expect increasing prices resulting from rising costs of parts and components. Those who finance new equipment will see an increase in the cost of borrowing as interest rates continue climbing. On June 15, the Federal Reserve raised its benchmark interest rate by three-quarters of a percentage point, the largest such hike since 1994. Economists expect further hikes by the end of the year, with some predicting another one-half to three-quarter percent rise at the Fed’s July meeting. Of the individual truck manufacturers reporting, Freightliner led the way with U.S. sales of 8,129 trucks, good for 36.4% of new Class 8 sales during June. Sales increased 11.2% over May’s 7,309 and 9.5% over sales of 7,426 in June 2021. Kenworth and Peterbilt sales combined gave PACCAR 29.6% of the June U.S. market. Kenworth’s 3,194 tractors sold was an increase of 13.9% over May sales of 2,803 and 16.4% higher than sales of 2,743 in June 2021. Peterbilt sales of 3,418 were up 1.3% in June, up from May’s 3,375 and 19.9% higher than June 2021 sales of 2,851. Volvo and Mack combined for 19% of U.S. truck sales in June. Sales of 2,679 Volvo trucks were 5.2% higher than the 2,546 sold in May, while they were a whopping 82% higher than the 1,472 sold in June a year ago. Mack sold 1,560 trucks in June, an increase of 13.7% over May’s 1,372 but a decline of 3.8% from June 2021 sales of 1,704. International reported sales of 2,927 in June, up 4.6% over May sales numbers but down 3.8% from the 3,043 sold in June 2021. The company moved 13.1% of the new Class 8 trucks sold on the U.S, market in June. Western Star’s 451 trucks sold in June represent just 2.0% of the U.S. market and a decline of 60 trucks, or 11.7% from May sales of 511 trucks. Compared to June 2021 when 601 trucks were sold, sales declined by 25.0% Truck sales are typically stronger in the last month of each quarter, a fact that very likely contributed to the higher June numbers. The month of July, being the first month of the new quarter, usually sees sales numbers that are somewhat lower. With the number of variables presented so far this year, however, no sales prediction is foolproof. The availability of more parts and components could push production closer to capacity. Another variable are trucks already built, waiting on the lot for one or two final parts to be installed before being sold. If the parts come in, those trucks could be sold without a production increase on the assembly line. Finally, it’s nearly time for manufacturers to begin producing 2023 model trucks. Buyers could choose to wait for the new models to come out or could rush to buy 2022 models before prices go up.